Car-coupling.



PATBNTED AUG. 11, 1903.

'J. C. YEISER.` CAR GGUPLING.

APPLICATION FILED JULY 14, 1902.

2 SHEETS-SHEET 1.`

N0 IODEL.

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No. 736,330. PATENTED AUG. l1, 1903.` J. G. YEISBR.

GAR COUPLIBTG?.`

APPLIUATION FILED JULY 14,1902. No MODEL* 2 sHBETs-sHEBT z.

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atented August 11, 1903.

PATENT OFFICE.

JOI-IN CLARKE YEISER, OF AUSTIN, TEXAS.

CAR-COlUPLING.

SPECIFICATION forming part of Letters Patent N o. 736,330, dated August11, 1903.

Application led July 14, 1902.; Serial No. 115,606. (No model.)

To all whom t may concern/.-

Be it known that I, JOHN CLARKE YEISER, a citizen of the United States,and a resident `of Austin, in the county of Travis and State of Texas,have invented new and useful Details of Construction for a Gar-Coupling,of which the following is a full, `clear, and eXact description. Y

This invention relates to car-couplings of the Janney type, and has forits object to provide novel details of construction for a carcoupling'ofthe class specified which improve the operation and adapt thecouplingsin pairs y when applied to cars for a reliable coupledconnection automatically when one or both cars having the improvedcouplings approach on a railroad-track that is either straight orcurved. Y

The invention consists in the novel construction and combination ofparts, as is hereinafter described, and defined Ain the appended claims.

Reference is to be had to the accompanying drawings, forming a part ofthis specification,

in which similar characters of reference in dicate corresponding partsin all the figures.

Figure 1 `is a side view, partly in section, showing the improvedcar-coupling applied upon cars and in coupled condition. Fig. 2 is aplan viewof the same. Fig. 3 is a sectional plan view of the twocar-couplings having features ofimprovement shown in coupled adjustment.Fig. t is a view similar to Fig. i

3, but showing the couplings disconnected;

and Fig. 5 is a sectional side view showing the improvement applied tocouple two cars that dier in height from bumper-beams to thetrack-rails, the uncoupled adjustment of the ,couplings being shown indotted lines, l

The draw-head 10 of the car-coupling is of the usual form, with theexception that the p chamber a therein is of greater width at the Vfrontthan is shown in ordinary side-latching car-couplings-that is to say,the space between the horn 10a and the knuckle-joint 10b is increased inbreadth by iiarin g the opposite sides of the draw-head considerably,the purpose of which is to facilitate the coupling together of twocouplings on cars moving on sharp curves of a railroad and also toconfer necessary flexibility to the connection thus effected. Thedraw-bar ll, that is prefer` ably integral with the draw-head, extendstherefrom near the transverse center and is loosely coupled with spacedtimbers of a carframe A, so as to be adapted to have necessary sideplay, and it may here be `stated that, if desired, the usualbuffer-springs (not shown) may be employed in connection with the innerportion of the draw-bar 11.

The knuckle-block provided as a coacting detail for the draw-headcomprises the coupling-jaw 12, curved slightly, so as to render theinner uface concave, and from the normal outer end of this jaw alocking-tongue 12n extends at a suitable angle thereto, as clearly shownin Figs. 3 and 4. The knuckle-block is hinged at the junction of the jaw12 and tongue 12n in any approved manner, so that when the jaw 12extends transversely at the open front side of the draw-head 10 thetongue 12YL will project rearwardly within the chamber a, and, as shown,said tongue has proper clearance from the walls of the draw-headchamber, so as to avoid contact therewith in an objectionable manner.

An important novel detail of construction consists in forming threespaced ribs a' d2 a? (see Fig. 5) on the concave inner surface of thecoupling-jaw 12, the ribs a and a3 being located at or near the upperand lower sides of the coupling-jaw, respectively, while the rib d2 ispositioned midway between the other ribs. ln service the ribs on thejaws l2, which are in coupled condition, will have contact,respectively, as shown in Fig. 1, when both car-couplings are of anequal heightfrom the track; but in case one car-coupling is disposed ina plane higher than the other coupling then the ribs will occupy thespaces intervening them on each car-coupling, so that a safe coupledconnection of the jaws is assured, as it will be seen that when thecoupling-jaws are disposed as shown in Fig. 5 they cannot becomedetached by one sliding downward, as such a movement will obviously bearrested by contact of the ribs on one jaw with those on the other jaw.

The locking-tongue l2zb on the knuckleblock is held in coupledadjustment, so that the coupling-jaw 12 will be prevented from releasewhen coupled with a like jaw on a IOO similar car coupling by akeeper-pin 13, that loosely engages opposite perforations b, formed inthe upper and lower walls of the draw-head chamber-.66, the pin wheninserted after the tongue 12a is rocked fully into said chamber passingdown in front of said tongue, as is clearly shown in Fig. 3.

To adapt the improved car-coupling for an automatic coupled connectionwith a like carcoupling, the keeper-pin 13 is supported and held inposition by the following novel means Upon the bumper-timber A of thecar-frame A, that is transversely disposed at an end of said frame, therock-shaft 14: is held to rock by bracket-boxes c or equivalent means,and from each end of said shaft a crank-handle 111L projects at a rightangle. In the same vertical plane with the perforations b an arm `15 isprojected from the rock-shaft 14C, above and toward said perforations.It will be seen in Figs. 1 and 4: that the arm 15 is curved'upward,forward, and downward, so that its forward depending end will bepositioned above and near to the upper wall of the chamber a, nearlyopposite the perforation b therein. The keeper-pin 13 is shackled uponthe free forward end of the rock-arml5 by means of two similar-spacedlink-plates 15, or one of such plates only may be employed, as shown inFigs. l and 5, and it will be noticed that when the keeperpin 13 isfully inserted through the perforations b the rock-shaft arm 15 will byits weight serve to keep the pin from upward release, the weight of thehandles 14, that are then pendent, coacting therewith to prevent anaccidental detachment of the keeper-pin 13 from contact with thelocking-tongue 12, Preferably the portion of the rock-arm 15 that isconnected with the rock-shaft 14 is widened and thickened as comparedwith the outer end portion thereof, so that increased strength isafforded thereto. When two cars having the improvement are to be coupledautomatically, this may be readily effected if the keeper-pins 13 areraised, so as to nearly remove them from the perforations b in therespective upper walls of the draw-heads 10, this adjustment serving todispose the rock-arms 15 inclined rearwardly, asy shown in dotted linesin Fig. 5. Now as the Weight of the rearwardly-inclined pins 13,together with their shackled connection with Athe elevated ends of therock-arms 15, prevents them from lateral displacement it will be evidentthat if the two cars to be coupled are moved forcibly toward each other,so as to interlock the couplingjaws 12 by folding them transversely ofthe draw-head 10, the impact of said couplingjaws upon the top and lowerwalls of the draw- 'heads between the horns 10L and the hingejoints 10bwill so jar the supported pins 13 as to cause them to fall by gravityinto the perforations b, and thus lock the tongues 121 within thedraw-head chambers a.

Upon each rock-arm 15 a flexible connection 16 is attached by one end,and thence extends up to the roof of the cars, if the cars have boxedbodies, so that at any time it is necessary to detach one car fromanother a pull on the rope or chain attached to the keeper-pinsufficient tolift said pinnearly out of the drawhead 10 will release theknuckle-block tongue 12, and of course detach the car from one withwhich it has been coupled.

It will be seen that the provision of the ribs d co2 c3 on the jaws 12will serve as a means to prevent the fall of a car-coupling that hasbeen pulled loose from the car-frame at the draw-bar end, as thekeeper-pins will hold the coupling-'jaws closed, and manifestly the ribswill prevent the fall of the loose coupling, as the ribs will becomeinterlocked before this coupling can fall down upon the railroadtrack.

Having described my invention, I claim as new and desire to secure byLetters Patent- 1. In a car-coupling, the combination with a draw-headhaving a chamber therein, of a coupling-jaw provid ed with ribbed projections andpivoted in said draw-head, an arm mounted adjacent to thedraw-head, and a locking-pin linked to said arm and adapted to passthrough the draw-head and prevent the movement of the jaw upon itspivot, substan- 95 tially as set forth.

2. In a car-coupling of the J anney type, the coupling-j aw providedwith three ribbed projections on its inner face, two of said ribs beingdisposed respectively at the upper and at loo the lower edges of thecoupling-jaw, and the other rib intermediately of the upper and lowerribs. j

In a car-coupling, the combination with a draw-head having a chambertherein, of a 105 coupling-jaw formed of two relatively angularlyarranged portions pivoted at their point of meeting in the chamber ofthe draw-head, said draw-head having registering apertures formedtherein, a rocking arm mounted above I 1o the draw-head, a pin hinged tothe rocking arm and adapted to pass through the aperturesin thedraw-head, the construction being such that one of the portions of thejaw will be held between the pin and the back wall of 115 the draw-head,and the movement of the jaw upon its pivot will be prevented,substantiallyas set forth.

In testimony whereof I have signed my naine to this specification in thepresence of [2o two subscribing witnesses. f

JOI-IN CLARKEv YEISER.

Witnesses:

H. M. LITTLE, E. B. HANCOCK.

